Tho Comploto Chlof Officer

Bridge Dutios

23 Bridge Duties

23.1 Watchkeeping
Traditionally, the Chief Officer carries out the 4-8 watch unless lucky enough to be on daywork, but be careful of the tendency for the more senior officer to become a little blase about standing on the bridge for 8 hours a day. You must have confidence in your abilities, but you should always be ready for the unexpected. Your conduct on the bridge will probably be governed by the Captain's standing orders and, like my own in later years, these may well specify the distance at which you are to pass other vessels. This is not because of distrust in your team's abilities, but in those of the other ship. A recent study into manning and fatigue at sea found:

A high proportion of those sampled reported having been in collision with ships or objects nearly half of those sampled considered fatigue to be a key factor in reducing collision awareness one in four watchkeepers (especially those on longer watches) reported having fallen asleep on watch almost all watchkeepers were required to do multi-tasking while on watch those engaged in multi-tasking were found to be more likely to fall asleep on watch.

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Bridge Dutios

Does the manning certificate reflect the reality of the vessel and trade?

The most common suggestion to help provide more effective and alert watchkeeping is to improve the manning.

The manning level requirements are noted in the British Merchant Shipping Notice No. 1767, but it must be emphasised that these are for guidance only. The manning guidance for a near coastal vessel of between 500 gt and 3000 gt is the Master and one other. If the vessel is under 500 gt for unlimited trading it is the same. However, for near coastal vessels under 500 gt, less stringent requirements apply. It is difficult to understand any reasoning except commercial pressure that allows such a difference to exist between near coastal and unlimited trading vessels, irrespective of size, particularly as coastal ships are operating in denser traffic conditions requiring a high watchkeeping standard. The TNO report (Houtman et al, 2005) on 'Fatigue in the Shipping Industry', highlights the priority measure to reduce fatigue as to replace the two watch system with a three watch system, by use of an additional watchkeeper. In section 94 of the British Merchant Shipping Act, it states that a ship is 'dangerously unsafe' if, in regard to the nature of the service for which it is intended, the ship is by reason of various matters specified unfit to go to sea without serious danger to human life. One of those matters is undermanning. In a review of the international literature on seafarers' fatigue, one of the main messages was:

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Bridge Dutios

'Evidence shows that seafarers' shift and work patterns are often conducive to fatigue. Having only two bridge watchkeepers may be a particular problem'.
In the Marine Accident Investigation Branch 'Bridge Watchkeeping Safety Study 2004', it was concluded that watchkeeper manning levels are one of the causative factors in collisions and groundings and the report recommends that:

'In general, vessels over 500 gt should have a minimum of the Master and two watchkeeping officers onboard'.
While welcoming this recommendation I would ask the question that, if the Master is part of the watchkeeping of the ship, who is in charge and supervising the operation of the ship? The system was designed to be based on watchkeepers and a Master who is on call at all times. Therefore, when the ship enters fog or any other problematic situation, the Master is available to double up the bridge, increasing the vigilance and safety. Instead we now have the situation of large vessels proceeding through the channel and other confined waters, in fog, with just one officer on the bridge and the Master sleeping after his watch. Next, why this fixation with 500 gt ships? Such a ship surely requires the same care as any other? A ship of that size or under, in collision with vessels far larger, can sink them just as certainly as any other. Time and time again we see conclusions and findings that seem to be driven by financial influences rather than cold hard facts.

23.2 Lookouts

Can smaller ships in coastal areas justify fewer watchkeepers?

As the Chief Officer you could find yourself in a difficult situation. If you are on a vessel with only the Master and yourself you should constantly have lookouts on the bridge as you will experience fatigue from port work and then a six hour watch. Yet the ship could well only have two or three ratings. How are you supposed to keep these men on the bridge and carry out all the other work required in the ship, whether it is general cleaning duties or essential preparation for port arrival?

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Bridge Dutios

Even on larger ships, with the amount of work required it is very tempting for both the Master and the Chief Officer, when deep sea, to dispense with the lookouts in return for a larger available workforce. The regulations do allow for the lookout on the bridge to be engaged on other duties during daylight hours, provided that he is instantly available to the OOW. The word 'available' is open to a varied interpretation. Personally, I fail to understand why there is any differential between day and night as this completely ignores the advances of electronic aids available today. However, the speed of vessels in low visibility and the removal of many fixed navigational aids from the coasts does recognise that. On the question of lookouts, it is illogical to differentiate between day and night. If a lookout is required at night then a lookout is required in the day. It is rare for any watchkeeper to detect a ship or danger to navigation visually before the radar, while at night, the OOWs keep a better watch on the radar. By contrast, the bridge tends to be far busier during the day than the night, with extra tasks and distractions. The case, therefore, is stronger for lookouts to be appointed during the day. We should sensibly have, for adequate watchkeeping and compliance with the lookout regulations, a minimum of three watchkeeping officers and three ratings and these should be recognised as the minimum bridge watchkeeping requirement, regardless of the size of ship. The difficulties of establishing such a regime must be recognised. In the EU zone alone we would need at least 3,000 extra seafarers, at a time when there are already shortages, and there is generally insufficient accommodation onboard for such additions. But these difficulties should not stop us from establishing policy and working towards international agreement, ensuring that all future manning certificates reflect these obligations. For existing ships with a lack of available crew or accommodation, exemptions could be granted and, with these exemptions, clauses could be included about the hours of work onboard and hiring of extra labour in the ports to ease the problems.

I believe that we are a long way from seeing such a position but, as the accidents continue, the pressure will grow. Meanwhile you have urgent work to be done, you are short of men and you have regulations to follow. It is conceivable you may feel the only answer is to go to the Master and request that, as you are crossing the ocean with very little traffic, you be allowed to stand down the lookouts. The Master may even suggest this to you. However, you are putting the Master in a difficult position. He understands the difficulties you are having with getting the work done yet, if he has any sense, he recognises that by removing

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23.3 The Deck Logbook

the lookouts he is not only breaking the regulations but, to a degree, putting the vessel into a more dangerous position. If the Master suggests such a course he is failing in his responsibilities. Whatever the temptation, the lack of traffic or the pressures from any quarter, keep your lookouts as per the regulations. I will go further; you should ensure that any request during the day from the other watchkeeping officers for lookouts is seriously considered without any recrimination. By asking for them, they are proving that they have the sense to feel concerned. A final thought regarding lookouts, particularly on the coast. Consider the distractions that are occurring on the bridge with communications, visitors and the mobile telephone and ensure that you have a lookout present who is not doing anything but keeping lookout! If you are in a situation with only two ratings, or where you feel that your ship is not manned properly to be able to comply both with the fatigue and lookout regulations, without hesitation write a letter to the Marine Administration of the Flag state as they are responsible for the manning. If you have done this and subsequently there is an accident resulting from a lack of lookouts, let them answer the consequences in court, not you. Only by the actions of responsible seafarers at sea comes the realisation that the situation on many ships is now critical and must be dealt with. The deck logbook is a legal document and must be treated as such. It is not, however, a sacred book in which only certain defined items such as navigation can be written. It is a living diary of the affairs of any importance that occur during the voyage. Therefore, you should think in terms of personal injuries, damage to the ship, oil noted in the waters, in fact anything that might need to be cited or explained at a later date. Do not forget that documents or statements can be attached to a logbook entry, provided they have been dated and signed. Be careful about backdating entries. They are often easy to spot and just one such proven entry can render your logbook suspect in the eyes of any court or inquiry. Initialled crossings out are better than alterations. With regard to the weather, it is perfectly reasonable to enter the highest wind force and sea state that occurred during the watch. If you have a rapidly changing situation, enter the weather conditions for each hour.

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Bridge Dutios

Do not forget the standard entries that should be made, such as safety rounds, hatches

secured, all navigation gear tested, steering tests, clocks synchronised and engines tested prior to arrival.